Update: I read the 2021 NC750s lost some weight and seat height, but also got less suspension travel and clearance (click image left). Have Honda finally stopped pretending it’s any type of all-terrain adventure bike? Maybe, but it’s still a great travel bike, though if you want more clearance and travel, get a pre-2021. This ‘road-isation’ may mean the mooted ‘Africa Twin 800‘ may become a thing.
I tried an NC a few weeks back, liked it as I knew I would, so bought a low-mileage XA/XD model with an idea of converting it into a budget but high-economy ‘Africa Twain’. Plus I wanted to properly get to grips with this DCT malarkey. Judging by Google search results (right), I’m not the only one.
I picked it up near Leamington, rode straight down to Cornwall, then over a couple of days headed back to London via the Dorset Coast. Here’s what I found.
- High 80s/low 90s mpg without really trying. Back off a bit – say 60mph – and it will register a live 26.4mpl or 100mpg. With the 14.1-litre tank, at 88mpg/31.1kpl that would give a range of 438km or 272 miles.
- Plenty of real-world power to get the job done. Fifty-four hp really is all you need
- Thumb/finger manual changes slicker than my MTB
- I like the manual override on auto
- And the auto downshift override when in manual. They thought it through
- Suspension – what a surprise! I assumed it would be poor, like a CB-X or XSR7. Far from it. I rode an RE Interceptor recently; it’s better than that, too
- Corners really well. Not had such a planted road bike for years
- Right-engle tyre valves. No more struggles with inflation nozzles
- Tubeless tyres
- TFT dash – also new on me and the way to go
- Despite low-speed lugging, day to day preferred the smoother D mode. Settled occasionally on S1. Higher S levels felt more jerky.
- Tank box (but even open-face lids can be a squeeze; right)
- Seat was actually pretty good; sore over 4 slow hours, but not in outright agony
- For a modern bike, the slabby space ship look is less bad than some
- Nice crobba-crobba thudding noise as the 270° mill pulls away.
- Average mpl display was pretty accurate – 5% under at fill up
- You pull in, flick down the sidestand and it switches off. Remove the key and walk away.
- It’s a Honda; peace of mind on a long trip
- Heavy – on the home scales it came very close to the claimed 232kg wet. Holds you back on some rough bends.
- Lumpy pulling away at town speeds. That was my impression hopping back on the bike after a couple of weeks. A bit more lumpy than you’d assume is good for the engine, but it’s only a 750, not a huge Harley. It may well smooth out when warm.
- Harshness – noticed this as soon as I pulled away from the seller’s place. Could be part engine, part transmission (on the move). The test bike I rode a month earlier felt notably smoother, but this wouldn’t be the first time a Honda-sourced (not dealer) test bike felt better than what you buy. It mostly cleared after 1000 miles – maybe old fuel stood for months and needed a good blast? But it’s not as smooth as modern injected twins can be, cf: Interceptor.
- The engine on my XSR700 was much nicer – and it was 47hp restricted, not the full 72hp. But the XSR only averaged 74mpg over 4000 miles. Can’t see an NC ever dropping below 80. I do wonder if extreme leanness – either to gain economy or pass emissions regs – can spoil an engine’s feel.
- Still a bit auto-clunky at low speeds, not seamless like an auto car despite the so-called Adaptive Clutch Capability Control.
- Rode mostly in D but felt like it lugged at times, especially up steep hills and despite ‘a control system in AT mode for gauging the angle of ascent or descent and adapting shift pattern accordingly’. Got into manual downshifting. Auto downshifted better on downhills. Maybe it would have adapted for uphills in time?
- Maxed it out but the TFT dash was still a bit dim in daylight. Plus would have liked engine/ambient temp info on there, too
- No 12-v power outlet. I thought there was one in the tank box?
- I know it’s how we fill up in the UK, but would have preferred other metrics besides Miles per Litre – a new one on me but you’d learn soon enough. (I assume it shows kpl or L/100km if you flip the speedo to kph). Older models had mpg – maybe I didn’t RTFM enough.
- Like other bikes I’ve had lately, trip distance total (for true mpg calcs) is annoyingly lost when it resets to reserve towards E (or I didn’t work out how to dig it out)
- Screen is of course too small
- No centre stand. I bought one before I even picked it up
- Traction control was a new game for me. I played with it on mid-road gravel patches and the steep track down to my Cornish mate’s house. But unlike ABS, I can’t really see a real-world use for it on a fat-tyred, 54-hp bike like this, assuming you ride alert and sensibly. Corner too fast in the wet or hit oil and the front might go just as fast. TC just seems to be a brake on applying so much power you lose traction. How often do you do that on the road ?
- The TC switch on the left bars is a clumsy afterthought. Same could be said for the parking brake, tbh.
At the Overland show, organiser Paddy Tyson told me he’d covered 38,000 miles on a manual NC and wondered ‘why isn’t everyone using these for overlanding?’ It was a good question. Manual or auto, an NC is a practical and exceedingly economical machine which carries it’s weight low while easily keeping up on fast highways. I’m pretty sure even in stock form it could cover the tracks on my Morocco tours, and with tyres to suit would have easily managed what I rode on the Himalayan in spring, but without the need to be truck to Malaga. And it would have used 15% less fuel too. CRF250-like mpg but with the grunt to tackle headwinds and hills and the power to sit comfortably at 70+ is not something you get on most bikes. That makes the NC sound like a pretty versatile machine but as is often the case, some bikes fail to catch the buying public’s imagination. The NC is a big seller among commuters, but I’ve barely heard of travellers using them. If DCT is so fabulous, it seems the much flashier Africa Twin is the bike of choice from what I’ve seen at shows lately. Just like BMW’s F800GS trounced the 650/700 version, despite my avowed pronouncements to the latter two’s superiority!
To me an AT (left) was going a bit far. Yes, it may have eaten all the dirt I was able to feed it but is even heavier an NC with a higher CoG, costs more and had much inferior economy. I’d like to see DCT in a lighter bike like the CB500X, but maybe that just cannot be achieved, yet. Or a sub 200-kg 750 Africa Twin as has been mooted now the 1000L is becoming an 1100.
Low-speed clunks apart, it’s great not have to concentrate on stalling or heavy clutches or agricultural gearboxes or miss-shifts while still having manual control for slowing down into fast bends or steep hills. It allows you to concentrate on other things, and that includes gnarly climbs with steep, clutch-stressing hairpins which in auto or manual 1st would be easy work on the DCT.
I’d bought an unusually nice (for me) late model which would be easy to shift – at ~£5k the most I’ve ever spent on a bike. In the end, I decided the 750X was too nice a road machine to meddle with weight-adding protection, longer travel suspension, higher-profile tyres and maybe a 19er front (I suspect the front wheel from a 2019 CB500X would fit). At over 230kg it was too heavy for my sort of gravel roading and the lack of smoothness compared to similar motors was surprisingly off-putting. How spoiled we’ve become!
I lost 100 quid selling it back on ebay; a reasonable sum for a fortnight’s rental. While selling the NC I took Enfield’s 650 Interceptor out for a quickie. Read what I thought about that one here.